Road barrier

ABSTRACT

Road barrier comprising a plurality of modules consisting at least of an upright, or vertical component, fixed in the ground, and a first longitudinal element, or horizontal component, made with tubular profiles. The upright is arranged through inside the first longitudinal element, so that the latter can be moved vertically and selectively clamped at a desired height.

FIELD OF THE INVENTION

The present invention concerns a road safety barrier that can be usedboth as a traffic-divider and also as a lateral protection element, inorder to prevent, or at least reduce, the risk that vehicles passing onthe roadway where it is installed might come off the road or leap-frogthe barrier.

BACKGROUND OF THE INVENTION

Two types of road barriers are known, which differ from each otheressentially in the structure and construction material. A first type ofbarrier, also called “guard-rail”, is made of metal and comprises aplurality of vertical uprights, separated from each other with aconstant pitch, made with open section profiles, for example U-shaped orsimilar, fixed into the ground, onto which longitudinal elements orlongitudinal profiles, also with an open section and made of undulatedsheet, are attached.

The second type of barrier, called “New Jersey”, consists of a pluralityof modules, consisting of concrete or metal blocks, which are coupledwith each other laterally and anchored to the roadway.

The advantages of the guard-rail barriers are essentially due to thegreater structural elasticity that, in the event of an accident, allowshigh shock absorption and an adequate deformation of the barrier,generally limiting the consequences for the people involved. However, inthe event of a violent impact, this type of barrier does not guaranteean adequate containment, so that the vehicle can knock down the barrierand go off the road, or leap-frog the barrier and finish up on theopposite carriageway. Moreover, the open profile sheet that forms thelongitudinal elements constitutes a cutting element, which can turn outto be very dangerous for the people involved in the accident.

The “New Jersey” barrier has a greater resistance to shock, andtherefore it is more difficult to knock down; moreover, it defines aninclined surface at the base, converging towards the roadway which, ifmounted by the tires of a vehicle, encourages the latter to returninside the carriageway, preventing it from knocking into the barrier andfrom leap-frogging it. This inclined surface is, however, very short andvery near the vertical part of the barrier so that, even if it canprevent the collision, it cannot prevent the parts of the vehicleprotruding from the sides, for example the side mirrors, from scrapingthe barrier.

The rigidity of the “New Jersey” barrier, moreover, especially if it ismade of concrete, in the case of a collision generally causes moredamage both to vehicles and also, consequently, to the people involved.

Furthermore, when it is made of metal, the “New Jersey” barrier hasproblems of transport and of construction, because it is difficult tomake a large size box-like structure.

A further limitation common to these two types of road barrier is when,for example due to successive applications of asphalt, or theinstallation of soundproofing panels, it is necessary to increase theheight of the barrier with respect to the roadway. This operation, infact, can be carried out only by replacing particular components, or bycomplex operations of joining or anchoring new elements to the existingbarrier, with considerable expense and long execution times.

Another shortcoming of conventional barriers concerns the maintenanceoperations that have to be periodically carried out to restore thebarrier after even only small collisions. Moreover, especially in thecase of guard-rail barriers, there is the problem of the growth of grassbetween one upright and the other, which makes frequent grass-cuttingoperations necessary; such operations are difficult due to the presenceof the uprights, which make it difficult to cut round them, and alsobecause the zones located under the longitudinal elements can only bereached with difficulty with conventional cutting instruments.

The difficulties connected to the operations to modify and maintainconventional road barriers, and the frequency thereof, entail not only awaste of economic and human resources, but also considerable andprolonged problems to the traffic in those sections of road where theyhave to be carried out.

Document DE-U-201 13 347 discloses a road barrier according to thepreamble of independent claim 1.

The present Applicant has devised and embodied this invention toovercome the shortcomings of the state of the art, and to obtain furtheradvantages.

SUMMARY OF THE INVENTION

The present invention is set forth and characterized in the main claim,while the dependent claims describe other characteristics of theinvention.

The purpose of the invention is to achieve a road barrier thatguarantees both high elasticity and capacity to absorb the shock, andalso a certain resistance to breakthrough, so as to limit damage to thevehicle and persons in the event of an impact, and at the same timereduce the risk that the vehicle might go off the road or leap-frog thebarrier.

Another purpose of the invention is to achieve a road barrier withoutmetal profiles with an open section, so as to limit the risks for thepeople involved in accidents. Another purpose is to achieve a roadbarrier that allows to perform easy and quick modification and/ormaintenance operations.

A further purpose is to prevent collisions and scraping of the vehiclesagainst the barrier, at least in the case of skids and superficialaccidents.

In accordance with such purposes, the road barrier according to theinvention comprises a plurality of modules that can be coupled togetherin succession, each of which has at least an upright, a firstlongitudinal element and a base consisting of tubular metal profiles.According to a variant, the base consists of a full section article, forexample made of armed or reinforced concrete.

The upright is fixed into the ground and is located through both insidethe first longitudinal element and also inside the base, so that atleast the first longitudinal element can be moved vertically and clampedat the desired height along the upright.

In a preferential form of embodiment, the clamping is reversible and isobtained with pin means cooperating with collar means integrally made onthe first longitudinal element, or associated therewith.

According to a variant, the first longitudinal element is clampedvertically between collar means arranged above and below said elementand attached only to the upright.

According to a characteristic of the invention, the upright isoff-center towards the outside of the carriageway with respect to thebase, which has at least an inclined side facing towards the roadway. Ina preferential embodiment, the inclined side has a curvilinearconformation and defines a concave portion facing towards the roadway.In this way, in the event that a vehicle gets very close to the barrier,its tires come into contact only with the base, whose inclined side willtend to return the vehicle towards the roadway, while the upright andthe longitudinal element will not be hit and hence will not suffer anydamage.

The base is mounted on spacer elements that keep it slightly raised withrespect to the ground, and separated from each other, so as to allow thewater to drain from the roadway. The proximity of the base to the groundlimits the growth of grass, while the separation from the ground, eventhough minimal, prevents corrosive phenomena that damage it if it ismade of metal.

According to a variant, on the lower part the base has throughtransverse apertures, prepared during the production step, which allowthe water to drain.

In one embodiment, the upright integrally includes connection means bymeans of which it is possible to associate at the upper part thereof anextension upright when it is necessary to use a barrier with a greaterheight.

In a possible configuration, the road barrier according to the inventioncomprises, above the first longitudinal element, at least a secondlongitudinal element, also consisting of a tubular profile, passedthrough by the upright. In another configuration the barrier hassoundproofing and/or anti-dazzle panels arranged between the first andsecond longitudinal element, or above them.

In a preferential solution, at least the first longitudinal element hasa vertically extended section, for example ovoid or octagonal, with thelateral segments distanced with respect to the upright which passesthrough it; thus, in the event of impact, the barrier ensures both thenecessary elasticity and deformability and also high resistance tobreakthrough. According to a variant, to further increase resistance tobreakthrough, at least the first longitudinal element is passed throughlongitudinally by a strip, or cable, of suitable high-resistancematerial, constrained to the uprights, or part of them, or resting onthem and constrained only to the ends.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other characteristics of the present invention will becomeapparent from the following description of a preferential form ofembodiment, given as a non-restrictive example, with reference to theattached drawings wherein:

FIG. 1 shows a transverse section of a road barrier according to theinvention;

FIG. 2 shows a front view of the barrier in FIG. 1;

FIG. 3 shows an example of a connection between vertical components ofthe barrier according to the invention;

FIG. 4 shows a variant of FIG. 3;

FIGS. 5a-5c show an example of a connection between horizontalcomponents of the barrier according to the invention;

FIGS. 6 and 7 show two applications of the barrier according to theinvention.

DETAILED DESCRIPTION OF THE DRAWINGS

In the attached figures, the number 10 denotes in its entirety the roadbarrier according to the invention, which has a modular configurationwherein each module comprises at least a base 11, an upright or verticalcomponent 12 and a first longitudinal element or horizontal component13. In the embodiment shown here, the barrier 10 also has a secondlongitudinal element 30 above the first longitudinal element 13.

The base 11 consists of a tubular metal profile, with a height of about250 mm and a substantially rectangular trapezium section, with thesmaller base 11a facing upwards and the inclined side 11b facing towardsthe roadway 14.

According to a variant, the base 11 consists of an article made of highresistance material, for example armed or reinforced concrete.

In the preferential embodiment shown here, the inclined side 11b has acurvilinear development and defines a slight concavity facing towardsthe roadway 14.

The lower part of the base 11 rests on spacer elements 15 made ofsynthetic material, such as plastic, Teflon, nylon or suchlike, suitableto resist bad weather and damp. The spacer elements 15, located on theground or the road surface, are about 30 mm high and equal in width tothat of the larger base 11 c of the base 11; they are arranged at adistance from one another, so as to keep the base 11 raised from theground in order to prevent, or at least limit, corrosion if it is madeof metal, at the same time allowing the water to drain from the roadway14 towards the outside.

According to a variant, on its lower part the base 11 has throughtransverse apertures with a substantially constant interaxis, whichallow the water to drain.

In an off-center position towards the outside of the carriageway 36, thebase 11 has vertical through holes 16 able to accommodate the uprights12, while on the smaller base 11a there is at least a hole 17 by meansof which the base 11 is filled inside with mortar of cement 18, concreteor other material, so as to increase the mass and rigidity thereof. Insome applications, when a less rigid structure is necessary, the base 11can be kept empty.

The base 11 advantageously has, on the lower side, small through holesthat allow the drainage of the condensation and water that infiltratesinside.

Each upright 12 consists of a tubular metal profile, advantageously witha round section, with a diameter of between 45 mm and 140 mm and aheight that can vary according to the application. The upright 12 isinserted into the mating through hole 16 of the basement 11 and isfixed, with its lower end, into the ground. In this case, the upright 12is also clamped with a cast of concrete 19 to ensure a better anchorageto the ground.

The base 11 can thus be raised, sliding along the upright 12, to adaptto the variations in height of the roadway 14.

In the segment located above the base 11, each upright 12 is providedwith a reflector element 20, while at its upper end it is suitable forcoupling with an extension upright 112.

In a first embodiment (FIG. 3), the predisposition for coupling consistsof an inner threading 22 on which a threaded sleeve 21 can be screwed,with a reduced section and arranged at the lower end of the extensionupright 112. In the variant shown in FIG. 4, the upright 12 has holes 25able to be aligned with mating holes 24 made in a sleeve 23 with areduced section present at the lower end of the extension upright 112.

According to a variant, the sleeves 21 and 23 consist of autonomouselements able to be screwed or inserted half inside the upright 12 andhalf inside the extension upright 112. In this solution, the twouprights 12, 112 are clamped together by means of pins or screwsinserted through with respect to the relative holes 25, 24.

The height of the barrier 10 can thus be varied according to itsapplication, connecting one or more extension uprights 112 above theuprights 12 without needing to remove the latter. Moreover, thisconnection is achieved keeping the outer size of the uprights 12, 112uniform, so as to facilitate the positioning and clamping of the othercomponents of the barrier 10 mounted thereon, without modifying theaesthetic appearance of the barrier 10.

The uprights 12, 112 are also provided, on at least a substantial partof their height, with through transverse holes 37 made with a constantinteraxis and suitable to accommodate attachment pins 38 of thelongitudinal elements 13, 30. The transverse hole 37 nearest the groundalso has a drainage function for the condensation and water that hasinfiltrated. The lowest hole 37 can also be used as a reference when theuprights 12 are fixed into the ground, in order to insert all theuprights 12 of the barrier 10 to the same depth.

The first longitudinal element 13 consists of a tubular metal profilewith a substantially ovoid section, or similar, so as to present twolateral segments 13a with a convexity facing outwards; the upper 13b andlower 13c segments are advantageously flat and in correspondence withthem there are through holes 26 inside which the uprights 12 areinserted.

According to a variant not shown here, the tubular profile of the firstlongitudinal element 13 has an octagonal section with two extendedlateral segments.

The second longitudinal element 30 is located at a desired distance fromthe first longitudinal element 13 and consists of a tubular profile witha conformation equivalent to that of the first longitudinal element 13,but smaller in height. The second longitudinal element 30 therefore alsohas the convex lateral segments 30a and the upper 30b and lower 30csegments flat, on which through holes 29 are made for the uprights 12 tobe inserted.

According to a variant, the second longitudinal element has a circularsection. Advantageously the longitudinal elements 13 and 30 also haverelative drainage holes on the bottom part to drain the condensation andinfiltrated water.

In correspondence with the edges of the through holes 26, 29 there arecollars 27 provided with insertion seatings for the attachment pins 38.

In a first embodiment, the collars are made integrally on thelongitudinal elements 13, 30, for example by drawing. According to avariant, the collars 27 are welded to the longitudinal elements 13, 30.

The uprights 12 are therefore through both with respect to the base 11and also with respect to the longitudinal elements 13 and 30, and thelatter are clamped thereon in removable fashion by means of the pins 38located through in the insertion seatings of the collars 27 and thedesired holes 37 made on the uprights 12.

In another variant, the collars 27 are autonomous elements attached tothe uprights 12 by means of the clamping pins 38 in order to support thelongitudinal elements 13 and 30 from below and prevent them from movingin a vertical direction.

In this way, the longitudinal elements 13 and 30 can be clamped on theuprights 12 at a different height according to the specificrequirements; moreover, their height with respect to the roadway 14 canbe modified as desired over time, for example due to the raising of theroadway 14 after asphalting, simply by releasing them and making themslide along the uprights 12 and then clamping them again at the desiredheight.

In case of necessity, other longitudinal elements 13 or 30 can beinserted, in addition to those already there.

The joint between two contiguous first longitudinal elements 13, orbetween two contiguous second longitudinal elements 30 (FIGS. 5a-5c), ismade by means of a sleeve 31 with a mating section inserted half in oneand half in the other of the two longitudinal elements 13 or 30 to bejoined.

The sleeve 31 has through holes 32 able to be aligned with matingthrough holes 33 made on the longitudinal elements 13, 30 when thesleeve 31 is inserted inside them. The parts are clamped together bymeans of pins or screws 34.

Similarly, the bases 11 can be joined together by means of respectivesleeves or by means of connection plates.

The joints are made with the section of the components concerned keptconstant, with advantages in terms of aesthetics and functionality.

In the embodiment shown in FIGS. 1 and 2, in the space between thelongitudinal elements 13 and 30 panels 35 of the soundproofing and/oranti-dazzle type are attached.

Thanks to its completely modular tubular structure, the barrier 10 canassume a plurality of configurations wherein it always guarantees highresistance to breakthrough and at the same time the necessary elasticityand capacity to absorb shocks.

As shown in FIG. 6, the barrier 10 can be used in a single configurationas lateral protection and containment, or in a double configuration as atraffic-divider located between two carriageways 36.

When the roadway is too narrow to use a double barrier 10 in order toseparate the two carriageways 36, it is possible to use a single barrier10 provided with a base 111 conformed as an isosceles trapezium withrespect to which the uprights 12 are attached in a central position(FIG. 7).

In all cases, due to the fact that the base 11 has the inclined side 11b protruding towards the roadway 14 with respect to the upright 12 andthe longitudinal elements 13, 30, if a vehicle comes too close to thebarrier 10, its tires first come into contact with the base 11, andmount the inclined side 11b. In this way, the weight of the vehiclecontributes to prevent displacements of the barrier 10, while theconformation of the inclined side 11b diverts the vehicle towards thecarriageway 36, at the same time providing the driver with an immediatewarning of the danger.

Moreover, in the event of superficial collision, the more retractedposition of the uprights 12 and of the longitudinal elements 13 and 30prevents the impact against them by the vehicle, and prevents damage tothe reflectors 20, limiting the frequency of maintenance operations andrepairs.

The closed form and surface continuity of the components of the barrier10 make cleaning operations easier and limit the growth of grass nearby.

In the event of a violent impact, the tubular conformation of thelongitudinal elements 13 and 30, with the lateral segments 13a and 30aconvex and separated from the uprights 12, confers the necessaryelasticity to the barrier 10, allowing a better absorption of the shockcompared with rigid barriers, and a certain deformability which preventsthe vehicle from rebounding towards the center of the carriageway 36.

The closed section of the longitudinal elements 13, 30 also offers agreater resistance to breakthrough and limits damage to vehicles andpersons caused by using open and cutting profiles in conventionalbarriers.

According to a variant, to further increase this resistance, inside thefirst longitudinal elements 13 a reinforcement element is inserted, suchas a steel cable 28, a strip of synthetic fiber or other suitablematerial, constrained to at least part of the uprights 12 or restingthereon and constrained only to the ends.

The second longitudinal elements 30, or possible other longitudinalelements, can also have similar reinforcement elements inserted through.

It is clear, however, that modifications and/or additions of parts maybe made to the road barrier 10 as described heretofore without departingfrom the field and scope of the present invention.

For example the section of the uprights 12, 112 and of the longitudinalelements 13, 30 can be different from the one shown and described here,such as a polygonal section or similar.

It is also clear that, although the present invention has been describedwith reference to specific examples, the person of skill in the artshall certainly be able to achieve many other equivalent forms of roadbarrier, all of which shall come within the field and scope of thepresent invention.

1. Road barrier with a function as a traffic-divider or of lateralcontainment and protection, said barrier comprising a plurality ofmodules each of which has at least an upright, or vertical component,fixed in the ground, and at least a first longitudinal element, orhorizontal component, associated therewith, wherein said upright andsaid first longitudinal element consist of tubular profiles, saidupright being arranged through inside said first longitudinal element,so that said first longitudinal element can be moved vertically andselectively clamped at a desired height along said upright.
 2. Roadbarrier as in claim 1, comprising a base provided with an inclined sideprotruding towards the roadway, said upright being arranged throughinside said base.
 3. Road barrier as in claim 2, wherein said side has acurvilinear conformation and defines a concavity facing towards theroadway.
 4. Road barrier as in claim 2, wherein said base comprises atubular profile with a substantially trapezoid section.
 5. Road barrieras in claim 4, wherein said base has at least a hole for passingtherethrough a material suitable to increase the rigidity of the basethereof, such as mortar of cement (18), or concrete.
 6. Road barrier asin, claim 1, wherein said base consists of a full- section article, madeof concrete or armed cement.
 7. Road barrier as in claim 2, wherein saidbase is mounted on spacer elements able to keep the base slightly raisedwith respect to the ground and arranged distanced from each other toallow water to drain from the roadway.
 8. Road barrier as in claim 7,wherein said spacer elements comprise synthetic material selected fromthe group consisting of plastic, nylon, and Teflon.
 9. Road barrier asin claim 6, wherein at least on a bottom part of said base, said basehas through transverse apertures able to allow water to drain from theroadway.
 10. Road barrier as in claim 2, wherein said base is able toslide vertically along said upright to be arranged at different heightsaccording to the variations in height of the roadway.
 11. Road barrieras in claim 2, wherein said upright is arranged off-center towards theoutside of the carriageway with respect to said base.
 12. Road barrieras in claim 1, wherein said upright integrally includes coupling meansfor an extension upright to be associated at a top part of said upright.13. Road barrier as in claim 12, wherein said coupling means comprise atleast an inner threading on which a threaded sleeve, associated withsaid extension upright, is able to be screwed.
 14. Road barrier as inclaim 12, wherein said coupling means comprise through transverse holesable to cooperate with mating holes made on a sleeve associated withsaid extension upright, said sleeve being able to be inserted andattached, by pins or screw, to said upright.
 15. Road barrier as inclaim 1, comprising at least a second longitudinal element above saidfirst longitudinal element said second longitudinal element, comprisinga tubular profile, passed through by said upright along which saidsecond longitudinal element can be moved and selectively clamped. 16.Road barrier as in claim 1, wherein said longitudinal elements cooperatewith collar means provided with insertion apertures for pin means whichallow said longitudinal elements to be reversibly clamped on saidupright.
 17. Road barrier as in claim 16, wherein said insertionapertures are able to be aligned with mating holes made at variableheights on said upright for the through insertion of said pin means. 18.Road barrier as in claim 16 wherein said collar means are integrallymade on said longitudinal elements.
 19. Road barrier as in claim 16,wherein said collar means are attached on said longitudinal elements.20. Road barrier as in claim 16, wherein said collar means areautonomous elements able to be attached on said upright to support saidlongitudinal elements from below and to prevent their verticaldisplacement.
 21. Road barrier as in claim 1, comprising soundproofingand/or anti-dazzle panels.
 22. Road barrier as in claim 15, comprisingsoundproofing and/or anti-dazzle panels, wherein said panels arearranged between said first longitudinal element and said secondlongitudinal element.
 23. Road barrier as in claim 15, comprisingsoundproofing and/or anti-dazzle panels, wherein said panels arearranged above said second longitudinal element.
 24. Road barrier as inclaim 1, wherein said first longitudinal element and/or said secondlongitudinal element are passed through longitudinally by areinforcement element comprisisng high resistance material selected fromthe group consisting of a metal cable or a strip of synthetic fiber. 25.Road barrier as in claim 1, wherein at least said first longitudinalelement has an ovoid section, or similar, and longer lateral segmentshaving a convexity facing towards the outside, so as to be distancedfrom said upright.
 26. Road barrier as in claim 1, wherein at least saidfirst longitudinal element has a polygonal section vertically extended.27. Road barrier as in claim 1 wherein said first longitudinal elementhas a plane upper segment and lower segment in correspondence with whichsaid first longitudinal element is passed through by said upright. 28.Road barrier as in claim 1, comprising sleeve means or plate means ableto be inserted in a retracted position inside contiguous bases orlongitudinal elements suitable to join them together by means of pin orscrew means.
 29. Road barrier as in claim 1, wherein said tubularprofiles are made of metal.
 30. Road barrier as in claim 1, wherein at alower part, said tubular profiles have through holes to draincondensation and water which has infiltrated inside said tubularprofiles.